Electric brake.



TIN.

J. N. MAHONBY & W. M. AUS

ELECTRIC! BRAKE. APPLICATION nun we. 2a, 1900.

Patented July 11, 1911.

4 SHEETS-SHEET 1.

J. N. MAHDNEY 6v W. M. AUSTIN.

ELEGTRIG BRAKE. APPLIOA'I'IOI run!) .we. 29, mos.

Patented July 11, 1911.

4 SHEETS-{BRET 2.

y/ENTOHS 4/ f y 1 's- J. N. MAHONEY & W. M. AUSTIN. BLBOTBIO BRAKE.

rum-non rnnn um. 29. 1908.

997,458, Patented July 11, 1911.

INVENTORS J. N. MAHONEY & W. M. AUSTIN.

ELECTRIC BRAKE.

APPLICATION FILED AUG. an, 1009.

Patented July 11, 1911.

UNITED sTAr srA'rENT OFFICE.

JOSEPH N. MAHONEY, OF WILKINSBURG, AND WALTER M. AUSTIN, 0F SWISSVALE,PENNSYLVANIA, ASSIGNORS TO THE WESTINGHOUSE AIR BRAKE COMPANY, OFPITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

ELECTRIC BRAKE.

To all whom it may concern:

Be it known that we, Josnru N. MAIIONEY and \V.\i1rnu M. Aus'rin,citizens of the United States, residents of ilkinsburg and Swiss-vale,respectively, in the county of Allegheny and State of Pennsylvania, haveinvented new and useful Improvements in Electric Brakes, of which thefollowing is a specification.

This invention relates to electric brakes, and more ]')tlltl('tlltll'lyto an apparatus of the type in which the running controller of anelectrically propelled car is employed for both running and braking, theconstruction being such that upon movement of the controller handlcinone direction from the neutral or off position the usual circuitcombinations for propelling the car are set up while by moving thehandle in the opposite direction from the oft position the circuitconnections for braking are made, the same set of contact points in thecontroller being utilized for both running and braking.

One object of the present invention is to provide an improved apparatusof the above character, of few parts, simple and compact in constructionand which requires no change or alteration to be made in the contrcllerto which it may be applied.

Another object is to provide electric connecticns to be employed with anapparatus of the above character and adapted to produce certain improvedbraking combinations of circuits whereby a more reliable and eflicientbrake is secured.

Still another object of our invention is to provide an improvedmechanism of the above nature for utilizing a running controller as acombined running and braking controller which is positive in itsoperation and which is not liable to get out of order, even under roughusage.

In the accompanying drawings; Figure 1 is a vertical section on the lineaa of Fig. 2 of our improved mechanism for converting a controller intoa combined running and braking controller, shown applied to an ordinaryrunning controller, the brake switch being shown in elevation with thecover plate removed; Fig. 2 a top plan View of the above construction,the brake switch not being shown; Fig. 3 a top plan view thereofincluding the brake switch, the controller dial plate being removed andthe Specification of Letters Patent.

Application filed August 29. 1908.

Patented July 1 1 1911. Serial No. 450,860.

casing extension to the brake switch being shown in a horizontalsection; Fig. 4 an in verted plan view of the controller dial plateshowing a portion of the mechanism for opcrating the brake switch; Fig.5 a horizontal section on line of Fig. 1; Fig. 6 an inverted plan viewof the controller dial plate or upper casing section; Fig. 7 a sectionthereof on line g of Fig. 6; Fig. 8 an inverted plan view of the spiderwhich positions and guides certain of the parts; Fig. 5) a sectionthereof on the line e-2 of Fig. 8; Fig. 10 a diagrammatic view showing adevelopment of the circuits and electric con nections employed with thecombined running and braking controller; and Fig. 11 a schematic diagramof the braking combination of circuits set up in the first brakingposition.

The improved braking attachment is shown in Fig. 1 of the drawingsapplied to the operating shaft 1 of an ordinary running controller 2 andpreferably comprises a casing made up of a lower stationary section 3,an upper movable section 4, and an intermediate section 5 suitablysecured to the lower section 3 by means of bolts 6. A stub shaft 7provided with a socket adapted to fit over the usual handle end 8 of thecontroller shaft 1 is journaled in the lower section 3 of the casing andalso in the upper section 4 and is provided intermediately of thejournals with a gear 9 adapted to mesh with a gear 10 secured on anoperating shaft 11 having a key end 12 to which the usual controllerhandle 13 may be applied. The operating shaft 11 is journaled in theupper section 4 and carries on its lower extremity a disk 14, having abearing in a spider 15. Concentric with the controller shaft 1, thecasing section 3 carries an interiorly arranged npwardly projecting rib16 and the disk 14 is provided with an are shaped channel 17 adapted tofit over the rib 16, as shown in Fig. 5, so that the operating shaft 11and the disk 14 may be rotated about the controller shaft as a center,the rib 16 engaging within the channel 17. The spider 15 is providedwith outwardly extending portions on opposite sides of the block 14 inwhich are channels 18 adapted to register with the rib 16 in themovement of the parts. Centrally the lower section 3 is provided with anupstanding sleeve 19 upon which the spider 15 is rotatably mounted, thespider being provided with radial bracket arms 20 adapted to be securedto the upper section 4, so that the upper section 4, the spider 15 andthe operating shaft 11 may turn as a unit about the controller shaft 1.The intermediate section. 5 is provided with a circular flange 21 whichis adapted to engage with a channel or groove 22 in the upper section toguide the same in its movement. The spider 15 is also provided withradial arms 23 having upper peripheral recesses 24 adapted to engagewith a projecting peripheral ledge 25 carried by the intermediatesection 5, to serve as a guiding means for the spider. A recess 24 isalso provided on a lug 26 arranged in the radial line through the axisof the controller and operating shafts and this lug extends downwardlyso as to engage a stop lug 27 located interiorly and near the peripheryof the lower section 3, in order to limit the movement of the spider 15and the connected parts in one direction from the off position. Aportion of the rib 16 is cut away to form an opening 28 of sufficientextent to permit of the disengagement of the disk 14 from the rib 16 andthe free movement of said disk about its own axis. This opening 28 is solocated, that when the controller handle is in its neutral or offposition, the disk is positioned in said opening, and the stop lug 27 islocated to engage the lug 26 in the same position, so that upon furthermovement of the controller handle after the lugs 26 and 27 engage, theblock 14 is free to turn in the opening 28, while the spider and theparts connected thereto are held.

The rotatable top section 4 is provided with peripheral notches 29, andthe stationary section 5 with a pin 30, so that the movement of thecontroller for running will be indicated by the relative positions ofthe notches and the pin. Around the operating shaft 11 a raised portion31 is provided on the casing section 4, on which are peripheral notches32 for indicating the braking positions, a pointer 33 being provided onthe operating shaft 11. The casing section 4 may also be provided with astop lug 34 for engaging the controller handle 13 to prevent themovement of same beyond the desired braking positions.

It will be seen that with the channel 17 in the disk 14 engaging the rib16, the disk and thereby the operating shaft 11 and gear 10 are securelylocked against rotative movement about the axis of the operating shaftand so the intermeshing gears 9 and 10 form a rigid connection fromcontroller shaft 1 to the operating shaft 11 and the controller handle13, whereby movement of said handle turns the controller shaft as thoughapplied directly to same. When the parts are in the position in whichthe disk 14 registers with the opening 28 the disk may be turned aboutthe axis of the operating shaft 11 and in this case the movement of thecontroller handle rot ates the gear 10 on its own axis and there by thegear 1) and the controller shaft 11 are rotated in the directionopposite that of the controller hand lc. The location of the stop lug 27with respect to the lug 26 is such that they engage in the oil position.of the parts, while in the same position the disk 14 registers with theopening 28. Secured to the operating shaft 11 above the gear 10 is adisk 35, carrying on its upper face a pin 36 for engaging a groove 37cut in the under face of the casing section 4, as more clearly shown inFig. 6. The movement of the operating shaft 11 and connected parts aboutits own. axis is thus limited, and the extent of the groove 37 is suchthat in mov ing the controller handle to the right the pin 36 engagesthe end of the. groove 37 when the channel 17 in the disk 14 is inalinement with the rib 16. In this manner even where the disk 14registers with the opening 28, the channel 17 is maintained in properposition to engage the rib 16 as the parts move to the right.

In the further construction of our invention we provide a brake switch,the one illustrated being designed for a two motor equipment andcomprising drums 41 and 42 mounted on a shaft 43 and suitably incloscdIn a casing 40. The casing 40 is secured at the top to a hollowextending portion of the casing section 5 within which a connecting rod45 operates. A rocker arm 44 is secured to the upper portion of theshaft 43 and. is pivotally connected to one end of the rod 45. Theopposite end of said rod is pivotally connected to a lever 46 pivotallymounted on a pin 47 secured to the casing section 5. The lever 46 isrovided with an arm 48 on the end of which a roller 49 is carried. Theroller 49 extends upwardly and works in a cam groove 50 cut in the underface of the casing section 4. This groove is concentric with thecontroller shaft except for a portion 53, which turns inwardly, asshown. The disk 35 fits in a recess in the under face of the casingsection 4 and is provided with an irregular channel 52 adapted to alinewith the channel 50 when the disk is in its fixed position with respectto the section 4. In the off position, the relation of parts is suchthat the roller 49 is at the extreme inner part of the groove 53 and thedrums 41 and 42 are maintained by the connecting rod 45 in the positionshown in Fig. 3, in which the contact fingers 54 are intermediate therunning contacts 55 and the braking contacts 56. As before stated, inthis position the lug 26 rests against the stop lug 27 and the disk 14registers with the opening 28. If it is desired to propel the car, thecontroller handle is turned to the right. The groove 17 then passes overthe rib 16 and thus locks the gears 9 and 10 from relative movement sothat the controller shaft is turned about its axis directly. During thesame movei'nent, the roller 4.) is forced outwardly by the grooveportion 53 into the groove 50 and the brake switch drums are therebyturned so that the contact fingers 54 engage the running contacts 55 andthe proper circuit connections are made for running. The controllerhandle may then be turned through the various running positions asdesired, the same being indicated by the movement of the dial plate 4and the notches 29 with respect to the pin 30. If it is desired to applythe brakes, the controller handle being in the off position, the handleis moved to the left, but since the movement of the parts in thisdirection is prevented by the engagement of the lug 26 with the stop lug27, and the disk 14 being free to turn on its own axis, it will be seenthat the gear 10 is now rotated and thereby rotates the gear 9 in adirection opposite to that of the gear 10 and handle 13 but in the samedirection as in running. During the preliminary movement of the handleand shaft 11 to the left, the groove 52 in the disk 35 is so arranged asto force the roller 49 still farther inwardly and thereby through theconnecting rod 45 turn the drums 41 and 42 so that the contact fingers54 engage the contact points 56 for setting up the combination ofcircuits for braking. Continued movement of the controller handle to theleft brings the pointer 33 to the first of the braking notches 32 andthereafter the desired braking effect may be obtained in the usualmanner by rotating the controller handle to its various brakingpositions as indicated on the disk 31. It will now be seen that with theabove described construction the operating parts are positively lockedtogether so that when the parts are in a running position, the brakescannot be applied without returning the handle to ofl position andmoving same in the opposite direction, and likewise when in a brakingposition the parts must first be returned 50" to off position beforegoing to the running notches, at the same time the brake switch isautomatically shifted, as the controller handle passes through theneutral point, to the proper position according to the direction ofmovement of the handle.

Another feature of our improvements relates to improved means forcutting out one of a plurality of motors of a car, and for this purposethe drums 41 and 42 are loosely .mounted on the shaft '43 and areprovided atthe respective opposite outer ends with transverse keys 56adapted to enga e in corresponding recesses cut in disks 5 secured tothe shaft 43. Intermediate the drums 41. and 42 an arm 58 carried by thecasing 40 surrounds the shaft 43, and mounted in said arm is a loosesleeve 59. Said sleeve is provided with a cylindrical recess (30, Withinwhich is mounted a coil spring 61. One end of the spring bears againstone of the drums and the loose sleeve 59 is forced by the spring intoyielding engagen'ient with the end of the other drum. It will now be apparent that the drums are yieldingly maintained with the keys 5(3 lockedin the disks 57, but when it is desired to cut out one of the motors,the corresponding drum may be grasped by the hands and moved inwardlyagainst the resistance of the spring 61 so that the key 56 of the drumis disengaged from its recess and the drum can then be turned around 180degrees and the key 56 allowed to drop back into its recess. The motorconnected to that particular drum is thus cut out and the apparatus maybe operated with the remaining motors in the usual manner.

Having now described the mechanical features of our improvements, theelectric connections and circuits employed for setting up the improvedbraking combinations will be taken up.

Fig. 10 illustrates a development of a running controller C having areverse switch RS and a brake switch BS with the various circuits to themotors and the brake magnet coils. Upon turning the controller handle tothe first running position, as indicated by the dotted line 1 in Fig.10, the reversing switch being in its forward position and the brakeswitch having been antomatically shifted in this movement, as beforedescribed, so that the movable contact bars indicated by Power in engagethe fixed contacts, and starting for convenience with the leading introlley, the course of the current is through the trolley lead T1 tocontact point T1 in brake switch BS by bar 1 to lead TIC and thence topoint T1 on running controller C and through bars 2 and 3 to point R1,by lead R1 to main resistance MR and through the main resistance to leadR5 to point 19 in the reverse switch RS and thence by bar 4 to point A1and throu h lead A1 to armature A No. 1 of motor *0. 1, through armatureto lead AAl and thence to point AAl in reverse switch and by bar 5 topoint F1, through lead FlC to point FlC in BS and by bar 6 to lead F1and thence through field F No. 1 of motor No. 1 to lead E1 and thence toa connection 7 in the controller C, which is connected to lead EIVVgoing to point ElW in ES. Point EIVV is connected by bar 8 to point ElFand thence through lead ElF to point E1 in controller C and thence bybars 9 and 10 to point 15, through lead 15F to point 15F in BS, throughbar 11 to point 15W and thence by lead 151V to a conmeeting point 12 inthe controller C, thence by lead 15 to point 15 in RS and by bar 13 topoint A2, thence through lead A2 to armature A No. 2 of motor No. 2 fromwhich the current flows through lead AA2 to point AA2 in RS, by bar 16to point F2 through lead F20 to oint F26 in BS, by bar 17 to point F2ant thence through lead F2 to field F No. 2 of motor No. 2 thencethrough lead E2 to connecting point 18 in controller C to lead E21" andpoint E2W in BS, by bar 19 to point E21! and through lead E213 to pointE2 in controller C by bars 20 and 21 to point 2 and thence to the returntrolley lead or ground T2. It will thus be seen that the n'lovement ofthe controller handle to the first running position connects up themotors in series with the full main resistance in the usual man ner andby moving the handle through the positions 1 to 5 inclusive theresistance may be gradually cut out. Positions (3 to 9 serve to connectup the motors in parallel relation as will be understood without furthertracing of the circuits.

If it is desired to apply the brakes the controller handle is turnedfrom its off position in the reverse direction to that for running, ashereinbefore explained, by which movement the brake switch BS is rotatedso that the set of bars indicated at the brake in position engage thestationary contact points, the reverse switch being in its forwardposition, and the drum of the controller having been rotated to itsfirst position the following combination of circuits will be set up;starting at the AAI terminal of armature A No. 1 the current flow isthrough lead AAI to point AA1 in RS by bar 5 to point F1 through leadFlC to point FlC in BS and by bar 23 to point 24 which connects withpoint 152i". Thence the current flows through lead E2VV to connectingoint 18 in controller C and thence by lead 4 2 to field F No. 2 of motorNo. 2. It will thus be seen that the armature of motor No. 1 is crossconnected to the field of motor N0. 2. From the field F No. 2 thecircuit is traced through lead F2 to point F2 in BS and by bar 27 topoint E11 2 which is connected to point ElF and also to lead ElF.Following first the connection through point ElF, it is found that bar34 in BS connects same to point F1 which connects to field F No. 1through lead F1, thence circuit is traced through lead E1 to oint 7 incontroller 0, lead ElW to point 4 1W in BS, by bar 33 to point 32, topoint B4, and thence by bar 30 to point F20 and lead F20, to point F2 inRS and by bar- 16 to point AA2 thence through lead AA2 to armature A No.2 of motor No. 2, by lead A2 to point A2 in RS by bar 13 to point 15 andthrough lead 15 to point 12 in controller C, thence by lead 151V topoint 15W in BS, and point 15W is connected by bar 35 to point R5W, leadR5W to point 19 in RS, by bar 4 to point A1 and thence by lead A1 toarmature A No. 1 of motor No. 1. A closed circuit loop is thus formedincluding the two arinatures of the motors each one of which is crossconnected to the field of the other motor. Following the circuit throughlead Ell to point E1 in controller C, it is found that point E1 isconnected by bars 9 and 10 to point 15 which follows lead 15F to point15F in BS by bar 28 to point B2 through lead B2 to one terminal of thebrake magnet coil BC. The opposite terminal of the brake magnet coil BCis connected to the coil of the regulating switch device CS and thencethe circuit is through lead B1 to point B1 in BS, by bar 36 to pointTlC, lead T1C to point T1 in controller (I, by bars 2 and 3 to point R1by lead R1 to main resistance MR, through main resistance to lead R5 andthence to point 19 in RS by bar 4 to point A1 and through lead A1 toarmature A No. 1 of motor No. 1. A local brake circuit is thus formedwith the motor generator loop and including the brake magnet coils.

A switch bar 43 controlled by the regulating switch device CS is adaptedin one position to connect points 40 and 41 leading respectively to theleads B3 and B1, so that a short circuit path around the brakeresistance is formed at" certain times. The switch bar 43 is alsoadapted in another position to connect points 44 and 45, the point 45being connected to lead B2 and the point 44 being connected to a seriesof resistance units S1, S2, and S3, the resistance S3 being connected tolead B4 and leading to a point intermediate the resistances S1 and S2and the resistance S2 being connected to lead E2. By this means a shuntresistance is inserted around each field in the upper closed position ofthe switch bar 43, the resistance S1 being the shunt for the field ofmotor No. 1 and the resistance S2 for the field of motor No. 2 inconnection with the common resistance S3.

The circuit connections being as described above, when the controller isfirst thrown to a braking position, the solenoid coil of the regulatingswitch device CS has practically no current flowing through it, so thatthe switch bar 43 remains in its lower position connecting the points 40and 41, and as the points 44 and 45 are disconnected, the shuntresistances around the fields are out out for the moment and the motorsare acting as generators to supply current to the brake circuit with theshort circuit path closed by the regulating switch device. It followsthat the current is permitted to build up rapidly in the brake coils andthereby cause the quick movement of the brake shoes to the rails. Assoon as the current reaches a predetermined strength according to theadjustment of the regulating switch device CS, the coil thereof operatesto disconnect the switch points 40 and 41 and to connect the switchpoints 44 and 45. This movement cuts in the shunt resistances around themo tor fields and opens the short circuit branch of the brake circuit,so that the path of the current is then through the main resistance MR.The normal braking circuit is then produced for the first brake notchand the braking effect may thereafter be increased as desired by movingthe controller handle to the successive braking positions whichcorrespond with the running positions 1 to 5 on the controller C, theamount of resistance MR being varied, as will be readily understood.

By connecting up the shunt resistances S1 and S2 as hereinbeforedescribed, in case either motor circuit becomes broken, the other motorwill still be available to generate current; for example, if the fieldcircuit of motor No. 1 is broken, then a circuit still exists from thearmature of motor No. 2 through the resistances S1 and S2 and thencethrough the field F No. 2, so that current is generated by one armatureand its own field and thus the braking effect of one motor generatorwill still be provided.

By cross connecting the armature of one motor with the field of theother motor the current output of the motors is equalized, as anytendency of one armature to generate current at a greater or less ratethan the other is compensated for by reason of a correspondingstrengthening or weakening of the field of the other motor.

In moving one of the drums in the brake switch so as to cut out a motor,the circuit of that particular motor is opened and the properconnections are made by contact bars so that the other motor may operatealone. The bars which connect in the movement of the cut out drumbetween the brake and power positions with the fixed contact points areshown in the diagram of the brake switch as Brake out and Power outrespectively.

It will now be seen that by the movement of a single controller handlethe circuits may be made either for propelling the car or for applyingthe brakes and that when the handle is set to any position the parts aresecurely locked, so that it is impossible to make a change in theconnections Without returning the handle to off position and moving samein the opposite direction. It Will also be noted that the brakingattachment is ada ted to be applied to a runnin controller wit outaltering the mechanical construction thereof, the only change being asto the electrical connections and wiring.

Having now described our invention, what we claim as new and desire tosecure by Letters Patent, is

1. In an electric brake mechanism, the combination with a runningcontroller provided with an operating handle having two axes ofrotation, of means for operating the controller upon movement of thehandle about either axis of rotation.

2. In an electric brake mechanism, the combination with a runningcontroller provided with an operating handle having two axes ofrotation, of means for operating the controller upon rotation of thehandle about one axis in one direction and about the other axis in theopposite direction.

3. In an electric brake mechanism, a running controller having a handleadapted to be moved in one, direction about one axis of rotation fromits neutral position for running and in the opposite direction aboutanother axis of rotation for braking.

4. In an electric brake mechanism, the combination with a runningcontroller having a handle adapted to be moved in one direction aboutone axis of rotation from its neutral position for running and in theopposite direction about another axis of rotation for braking, of meansfor moving the controller in the same direction upon movement of thehandle in either direction.

5. In an electric brake mechanism, the combination with a runningcontroller comprising a set of movable contacts, a set of fixedcontacts, and an operating handle having two axes of rotation, of meansfor operating the movable contacts over the fixed contacts in the samedirection upon movement of the handle in one direction about one axisfor runnin and in the opposite direction about the other axis forbraking 6. In an electric brake mechanism, the combination with arunning controller having a main shaft and an operating handle thereforcarried by an auxiliary shaft and adapted at one time to rotate aboutthe axis of the main shaft and at another time about the axis of theauxiliary shaft, of means operatively connecting the main and auxiliaryshafts and locking mechanism for preventing rotative movement of thehandle about one axis upon its movement about the other arms.

7. In an electric brake mechanism, the combination with a runningcontroller hav ing a main shaft, an auxiliary shaft operativelyconnected to the main shaft, and a handle mounted on the auxiliary shaftand adapted to rotate about the axis of the main shaft at one time andthe axis of the auxiliary shaft at another time, of means rigid with theauxiliary shaft having a slot, and a projecting rib carried by thecontroller for engaging said slot in the movement of the handle aboutthe axis of the main shaft to lock said handle against rotation aboutthe axis of the auxiliary shaft.

8. In an electric brake mechanism, the

combination with a running controller having a main shaft, of a brakingattachment comprising a gear adapted to operate with the main shaft, anauxiliary shaft carrying a handle and a gear adapted to mesh with thefirst gear, of means for locking the auxiliary shaft and the second gearagainst movement about the axis of the auxiliary shaft upon movement ofthe handle in one direction about. the axis of the main sl'ntt't andmeans for holding the auxiliary shaft from movement about the main shaftupon movement of the handle in the opposite direction.

9. In an electric brake mechanism, the combination with a runningcontroller having a handle adapted to operate about one axis in onedirection from its neutral position for running and about another axisin the opposite direction for braking, of means for moving the samecontact bars of the controller switch over the same set of contactpoints for both running and braking, a brake switch having a set ofcontacts for running and a set for braking, and means operated by thehandle in passing over the neutral position for automatically shiftingthe brake switch from one set of contacts to the other.

10. In a combined braking and running controller mechanism, thecombination with a controller switch comprising a plurality of drumsprovided with contact points for controllin the circuits ofcorresponding motors, 0 means for locking the drums in their normaloperating position adapted to permit the shifting of one of the drumsfrom its normal operating position to cut the corresponding motor out ofaction.

11. In an electric brake mechanism, the combination with a runningcontroller and a brake switch comprising a plurality of drums providedwith contact points for controlling the circuits to correspondingmotors, of a yielding resistance means for normally maintaining thedrums locked in the relative position for operating, and adapted topermit one of the drums to be unlocked and turned so as to lock inanother position to cut the corresponding motor out of action.

12. In an electric brake mechanism, the combination with a runningcontroller, of a combined braking and running attachment adapted to beapplied as a unit to the operating shaft of the running controller andcomprlsing a brake switch, means operated by the movement of thecontroller handle in one direction for setting up the runningcombination of circuits in the brake switch and in the oppositedirection for setting up the braking combination of circuits, andmechanism for utilizing the same set of contacts in the controller forboth running and brakin 13. 11 an electric brake mechanism, the

combination with a running controller having means for utilizing thesame set of movable and fixed contacts for both running and braking, ofa brake switch adapted to connect up the motors to act as generators ina local brake circuit and means having electrical connections in abraking position for producing a temporary initial rush of current inthe brake circuit.

14. In an electric brake mechanism, the combinatioi'i with a runningcontroller having means for utilizing the same set of movable and fixedcontacts for both running and braking, of a brake switch adapted toconnect up two motors to act as generators in a local brake circuit andelectric connections whereby in braking the armature of one motor iscross connected to the field of the other motor.

15. In an electric brake mechanism, the combination with a runningcontroller having means for utilizing the same set of movable and fixedcontacts for both running and braking, of a brake switch adapted toconnect up two motors to act as generators in a local brake circuit,electric connections whereb in braking the armature of each motor iscross connected to the field of the other motor, and a resistanceinterposed between said cross connections.

16. In an electric brake mechanism, the combination with a runningcontroller having means for utilihing the same set of movable and fixedcontacts for both running and braking, of a brake switch adapted toconnect up the motors to act as generators in a local brake circuit, anelectric switch con- Ktrolling device having switches for controllingshunt resistances connected around the fields of the motors and a switchfor controlling a short circuit around a resistance connected u in thelocal brake circuit.

17. An eectric switch mechanism, comrising a running controller havingmeans or utilizing the same set of movable and fixed contacts for bothrunning and braking, a brake switch adapted to connect up the motors toact as generators in a local brake circuit, a switch controlling devicefor controlling shunt resistances around the motor fields and a shortcircuit around a resistance in the local brake circuit, and electricconnections whereby at first upon movement of the controller handle to aposition for braking, the short circuit is closed around the local brakecircuit resistance and the shunt resistance circuits are open, theswitch controlling device being adapted to then open the short circuitand close the shunt circuits around the motor fields.

18. In an electric brake mechanism, the combination with a runningcontroller provided with an operating handle, of an attachment operatedby the movement of the handle in either direction for turning thecontroller in the same direction, comprising an operating connectioninterposed between the handle and the controller and a tongue andcooperating groove mechanism for looking said operating connection.

19. In an electric brake mechanism, the combination with a runningcontroller pro vided with an operating handle, of an at tachmentoperated by the movement of the handle in either direction for turningthe controller in the same direction, comprising a gear adapted torotate on its axis to turn the controller upon movement of the handle inone direction and a tongue mounted in a groove for locking said gear topermit the controller to be turned upon movement of the handle in theopposite direction.

20. In an electric brake mechanism, the combination with a runningcontroller and an operating handle therefor, of a gear interposedbetween the handle and the controller and a tongue operating in a groovefor locking said gear to form a rigid connection from the handle to thecontroller, said tongue and groove havin a relative position in whichthe gear is free to turn about its axis to operate said runningcontroller.

21. In an electric brake mechanism, the combination with a runningcontroller provided with an operating handle, a reversing gearoperatively connected to said handle and the controller, a tongueadapted to engage in a slot associated with said gear to lock the sameand thereby form a ri id operating connection between the ban 1e and thecontroller, said tongue being cut away at one point to permit therotation of the gear about its axis so as to turn the controller in adirection opposite to that of the handle.

22. The combination with two motors adapted to be driven by the momentumof the car to act as generators in a local brake circuit, of acontroller having contact points for cross connecting the field of onemotor with the armature of the other motor and for connecting up a shuntresistance around each motor field, the shunt resistance circuit beingadapted to complete a local circuit for one motor field and armatureupon failure of the other motor circuit.

23. In an electric brake mechanism, the combination with a runningcontroller provided with an operating handle having its axis eccentricto an axis of rotation, of means for operating the controller uponmovement of said handle about said axis of rotation.

In testimony whereof we have hereunto set our hands.

JOSEPH N. MAHONEY. WALTER M. AUSTIN.

Witnessesz,

WM. M. OADY, A. M. CLEMENTS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

